The City of Toronto has announced that the planned replacement of track at the intersection of King & Dufferin Streets will not occur in 2024 due to “supply chain issues”. Instead this work will be included in the 2025 construction schedule which already included reconstruction of King from Dufferin to Close.
The intersection replacement was originally planned for June-July with full closure of both streets. That will not happen and routes will stay on their current diversions pending reopening of King Street east of Dufferin. That was planned for year-end, but has now been moved forward to November 2024.
For those who have been wondering where my usual wrap-up of coming service changes is, it seems to be stuck in the managerial bowels of the TTC. A few weeks ago I was led to believe that its release was imminent, but as of the evening of February 11, crickets.
There is an online public event on the evening of Thursday, February 15 for which you can register via the City’s site. You can also subscribe to updates on the City’s page (the link is at the bottom).
Major changes to routes in the Parkdale and Liberty Village area are coming on February 18, and the details have been posted for a while elsewhere. Time for me to catch up. When the service memo comes out, I will flesh this out with service frequency details. Here is a map showing the wandering routes in the west end.
King Street will be closed between Shaw and Dufferin for water main and track work. This is a multi-stage project, although from a transit point of view it will have two configurations.
Effective February 18, 2024:
King Street will close between Shaw and Dufferin. Various routes will change to provide service, such as they can.
63 Ossington will no longer loop northbound via Atlantic and King to Shaw, but will be extended west via Liberty, Dufferin and King to Sunnyside Loop west of Roncesvalles.
29/929 Dufferin routes are not affected at this stage of the project.
501 Queen will vary by time of day. The eastern terminus remains at McCaul Loop, but the western terminus will change.
Until 10pm, all 501 Queen cars will run only as far west as Dufferin Street, and they will turn south to Dufferin Loop (CNE Western Gate).
After 10pm, all 501 Queen cars will run through to Long Branch as they do now replacing the 507 Long Branch car.
301 Queen night car bus service will continue to operate between Neville and Long Branch.
504 King cars will also vary by time of day:
Cars on both the 504A and 504B branches will divert via Shaw and Queen to Roncesvalles.
504A Dundas West cars will run north to Dundas West Station at all times.
504B cars that would normally run to Dufferin Loop will run west on Queen.
Before 10pm, 504B cars will run through to Humber Loop replacing the 501 Queen service which will divert to Dufferin Loop.
After 10pm, 504B cars will terminate at Roncesvalles.
Note that streetcar service to Broadview Station will be restored and so the 504B cars will no longer end at Distillery Loop, but will run to their normal east end destination.
304 King night service will operate between Broadview and Dundas West Stations diverting via Shaw and Queen. [Updated Feb. 12 at 11:40am] The TTC media release confirms that the night service will operate with streetcars.
507 Long Branch service is not affected.
508 Lake Shore cars will divert via Shaw and Queen, but will otherwise operate on their normal route.
Effective Late June 2024
Note: The work at King & Dufferin has been postponed to 2025.
The intersection of King & Dufferin will close for complete reconstruction of the track. This will require changes in the 501 Queen and 63 Ossington diversions, as well as a revised south end for the 29/929 Dufferin services, but details have not yet been announced.
Effective August 2024
With the completion of work at King & Dufferin, routes should revert to the February configuration, but nothing is definite about TTC plans as riders know well. Stay tuned.
The work is supposed to continue until “early December” according to the TTC site, but until “November” according to the City site. Normally, the schedule change would occur in late November, and so it is not clear just what date they are aiming at. The usual December change is for the two-week holiday schedules just before Christmas.
The TTC is part way through production of its 2024 Service Plan as well as a 5-Year Service Plan and Customer Experience Action Plan. In Round Two, consultation will focus on plans for service changes triggered by major construction projects. Five pop-up sessions are planned at Flemingdon Park, Union Station, Liberty Village, Finch Terminal, and Pape Station between June 29 and July 12, 2023. Details are available here.
Also available on that page is a link to a survey seeking feedback on various proposals. Please note that my site is not an official TTC conduit for feedback, although it is no secret that many at the TTC do read articles and comments here. Any specific feedback for the TTC should be submitted through their own survey.
Round Three in August-September will present draft concepts for the 5-Year Plan and Customer Experience Action Plan, and these will be refined into final drafts for Round Four in October-November.
The remainder of this article presents an overview of the survey and proposals for construction-related service changes.
There are no proposals for new routes nor of overall service levels in this round. The election of Olivia Chow as Mayor will no doubt bring a review of existing services, but that is not in the scope of this round.
An important issue left over from the 2023 Budget process and the recent service cuts is the question of Service Standards. These are described as “Board Approved”, but in fact the 2023 changes were implemented by management as part of the budget with only retroactive consent from the Board. Moreover, the actual effect of the changes was withheld from the Board and Council until well after the budget was approved.
Transparency in budgets and service planning will be an important change looking ahead to 2024. With a new Mayor I hope to see a much improved process.
The TTC will modify many routes on January 8, 2023, although most of the changes are small tweaks rather than a significant overhaul of service. Current changes are achieved mainly by reallocation of vehicles, modification of running times and headway adjustments.
Updated January 3, 2023 at 4:35pm: A table showing the number of replacement buses on streetcar routes has been added.
In the January schedule period, the planned weekly service is down from November 2022 levels. That is the appropriate comparison because the “December” schedules only cover the holiday period when service is reduced. All of these reductions have been reversed in the January schedules, and some school trips have been added beyond the November level.
Service in the latter part of 2022 ran below budget because riding had not rebounded as quickly as originally hoped across the system. January 2023 continues at a similar level, and a service budget has not yet been published, let alone approved.
Hours/Week
Regular Service
Construction Service
Total
Nov 2022 Budget
182,016
4,492
186,508
Nov 2022 Planned
173,249
4,187
177,436
Dec 2022 Planned
170,708
3,779
174,387
Jan 2023 Planned
171,802
5,175
176,977
Source: TTC Service Change Memos for November/December 2022 and January 2023
Subway Service
There is no change in subway service for January 2023.
Streetcar Service
506 Carlton will return to its normal route over its entire length after an extended sojourn on Dundas Street. The 306 night service will return to streetcar operation. Construction of streetscape changes on College Street is not yet complete, but this will not require a diversion in 2023.
Some streetcar routes will have new schedules:
509 Harbourfront and 510 Spadina will be modified to reduce layover conflicts at Union and Spadina Stations.
Service on 509 Harbourfront will be reduced to match demand in some periods.
Sunday early evening service on 510 Spadina will be changed so that all cars operate as 510A to Union rather than a split service with 510B turning back at Queens Quay. This matches the Saturday service pattern.
512 St. Clair service will be reduced to match demand during some periods.
The allocation of routes to carhouses will change slightly to balance resources. The table below includes a long absent route “507 Long Branch” and the temporarily suspended “508 Lake Shore”, but not the “502 Downtowner”. Make of that what you will.
The number of buses operating on streetcar routes for construction projects is shown in the table below.
Bus Service
Routing Changes
29/329 Dufferin
Due to construction for the Ontario Line’s Exhibition Station, the 29 and 329 Dufferin services will be rerouted as shown in the maps below.
43B Kennedy and 985A Sheppard STC Services
These routes will be modified to access Scarborough Town Centre via a different path in order to provide connecting stops with the temporary GO bus terminal.
95C York Mills and 996 Wilson Express Service to Ellesmere Station
The 95C York Mils branch will be dropped, and in its place the 996 Wilson Express will be extended east to Ellesmere Station.
The levels of service in the “before” and “after” configurations are compared below.
Buses/Hour
AM Pk Pre
AM Pk Post
Midday Pre
Midday Post
PM Pk Pre
PM Pk Post
95A Pt Union
7.5
6
3.3
6
5.5
6
95C Ellesmere Stn
7.5
3.3
5.5
995 UTSC
5.5
5
3.8
3.8
5.5
5
996 Ellesmere Stn
6.7
4.8
6
Total to Ellesmere Stn
20.5
17.7
10.4
14.6
16.5
17
Total to UTSC
13
11
7.1
10.8
11
11
Other affected bus routes
600 Run As Directed: The number of scheduled RAD buses is deeply reduced with only 6 weekday crews and none on weekends. Divisions will assign buses locally depending on operator availability.
19 Bay: An AM peak tripper to handle demand to the waterfront will be created by diverting one 503 Kingston Road bus to run eastbound as a Bay bus to Dockside Drive and Queens Quay, then deadhead to Broadview and Queen to resume service on the 503.
20 Cliffside and 113 Danforth: Headways will be standardized so that an evenly blended service can operate from Main Station on these overlapped routes.
25 Don Mills: The split branch structure north and south of Don Mills Station will be extended into the early evening on weekdays.
925 Don Mills Express: Trips added during peak periods to match demand.
939 Finch Express: Midday and PM peak service improved, evening service reduced.
41 Keele: Service reduced to match demand.
44/944 Kipling South: Some early express trips will be replaced with local buses. Two school trips from 44 Kipling South will interline with 76 Royal York South school trips.
945 Kipling Express: AM peak service improved.
48 Rathburn and 112 West Mall: PM school trips serving Michael Power Saint Joseph HS will be changed to match dismissal times.
52 Lawrence West: A new trip will be added from Westwood Mall at 6:52am to accommodate demand. A new trip will be added between Lawrence and Lawrence West Stations in the early PM peak. This is a hook-up with an existing school trip.
57 Midland: Service reductions to match demand.
60C/960 Steeles West: Service between Pioneer Village Station and Kipling on the 60C branch will be reduced in peak periods to match demand. This will be offset by improvement to the express service.
960 Steeles West Express: Early evening service reduced.
63 Ossington: Service modified for resiliency and to match demand (mainly reductions).
68/968 Warden: Schedules adjusted for reliability with less frequent service during many periods.
79 Scarlett Road: Service reduction weekdays in peak and midday periods.
86 Scarborough: Zoo shuttle will operate only on Saturday to serve Terra Lumina. Sunday service dropped.
95/995 York Mills an 96/996 Wilson: 996 Express service extended to Ellesmere Station replacing the 95C local service (see map above). Service changes during many periods to improve reliability with a mix of frequency changes.
102/902 Markham Road: New trips to serve school demand to R.H. King Academy and Centennial College.
116 Morningside: New PM school trips from Morningside & Ellesmere to serve Jack Milner PS and Sir Wilfrid Laurier CI.
122 Graydon Hall: All trips will now enter service eastbound at Don Mills.
130 Middlefield: New school trips to serve Henry Kelsey Senior PS.
165 Weston Road: Service reliability changes primarily through longer running times and additional buses.
168 Symington: Service reduced to match demand.
Peak bus service
The Details
Details of these changes are in the spreadsheet linked below.
This article arose from complaints I saw on Twitter about the poor service on the 63 Ossington bus during November and early December. The common thread is that service is extremely erratic, a common problem on many routes.
In the case of the Ossington bus, most trips are comparatively short because it extends only from Eglinton West Station to Liberty Village, and many trips are to or from the subway at Bloor. This means that wait times can form a substantial part of a journey on the route, sometimes more than half. Moreover, they are unpredictable and riders must allow time for this whether they will need it or not. This is not a formula for attracting demand back to the system from those who have a choice of travel some other way.
Service on 63 Ossington during November 2022 operated with schedules that had been in place for some time. The weekday schedules had been in effect since March 2022, and the weekend schedules since November 2021.
During peak periods, half of the service short turns at St. Clair via Oakwood Loop, but at all other times, all buses run over the entire route.
During November 2022, there was an enlarged south end loop to avoid construction at King & Shaw, but no additional running time was provided in the schedule to compensate for this.
The route has frequent opportunities to regulate headways with layovers at the terminals and at Ossington Station Loop. Note that recovery times are particularly large during weekday peak periods and midday. This is intended to deal with congestion due to Line 5 Crosstown construction at Eglinton West Station. Recovery times are more commonly only one headway or less.
June 19 will bring the summer schedules on some routes, a return of streetcars at Broadview Station, and various minor changes scattered across the system.
Subway
There is no change in subway service.
Streetcars
With the completion of watermain work on Broadview in May, the streetcar service to Broadview station on 504 King and 505 Dundas will return.
504A Distillery to Dufferin service will remain, but will be blended with the 504B from Broadview Station to Dufferin. The combined service on the two branches will be more frequent in almost all periods than the 504A service now operating.
The 504/505 shuttle bus from Broadview Station to Parliament will no longer operate.
505 Dundas service will operate between High Park Loop and Broadview Station on the same headways as are currently provided just to Broadview. Dundas cars will not return to Dundas West Station until later in the year following completion of new platforms and overhead.
The 504C King/Roncesvalles shuttle bus will return to Dundas West Station, but, like all bus routes there, will loop on street and stop on Edna Avenue (north side of the loop) while work inside the station continues. Other bus routes currently diverting to Dufferin and Lansdowne Stations will return to Dundas West at the same time.
Work on Phase 3 of the King Queen Queensway Roncesvalles project including the North Gate of Roncesvalles Carhouse will begin in September.
Carhouse allocations of 504 and 505 will change with additional 504 cars operating from Leslie, and some 505 cars shifting to Roncesvalles. Allocations will change in August when construction work begins at Russell Carhouse, and again in September with the Phase 3 KQQR work.
There will be seasonal service cuts on several routes:
503 Kingston Road AM Peak
505 Dundas AM Peak bus trippers removed
506 Carlton AM Peak bus trippers removed
511 Bathurst all periods
512 St. Clair almost all periods
See the spreadsheet linked later in this article for details.
From July 11 to August 1, 501L Queen and 301 Queen Night buses will divert westbound from Lake Shore via 15th, Birmingham and 22nd Streets during reconstruction of the intersection at Kipling. Eastbound service is not affected.
With overhead on the central section of Queen now converted for pantograph use, streetcars running between Leslie Barns and routes 510 Spadina and 512 St. Clair will operate via Queen west of the Don River rather than via King.
Buses
Routing Changes Due To Frequent CNE Closures
The following routes will be changed because streets in and near the CNE are often closed during the summer.
29 Dufferin will loop through Liberty Village via King, Strachan and East Liberty.
929 Dufferin will loop at Dufferin Loop.
174 Ontario Place/Exhibition will operate via Fleet, Fort York and Lake Shore for the southbound trip.
30 High Park and 189 Stockyards Interline
Buses on routes 30 and 189 will interline to better use the running time on the combined route.
A new 30B High Park service will operate from High Park Station to the park via West Road and Colborne Lodge Drive. This seasonal shuttle will run separately from buses on the combined 30/189 service.
Seasonal Changes
The following routes are affected by seasonal reductions in demand:
39/939 Finch East
102 Markham Road
905 Eglinton East Express
927 Highway 27 Express
Miscellaneous Changes
21C Brimley service to STC will be adjusted on Sundays.
44/944 Kipling South service will divert both ways around track construction work at Lake Shore from July 15 to August 1.
363 Ossington night service will return to Eglinton West Station Loop.
72 Pape service will be adjusted during all time periods for reliability.
86 Scarborough will have a trip added at 2:13 pm weekdays from Kennedy Station to fill a gap in the schedule.
118 Thistle Down service will be improved in peak periods.
134 Progress service will be adjusted on Saturdays.
172 Cherry service will continue to bypass the Distillery District due to road construction.
600 Run As Directed
The number of scheduled RAD buses has been reduced substantial on weekdays from 40 to 5 crews. On weekends there will be more RAD buses with 39, up from 25, on Saturdays, and 32, up from 21, on Sundays.
Mount Dennis will not have any RAD buses. Details of the crew allocation are in the spreadsheet below.
2021 has not been a good year for transit service and riders on Queen Street with the combined effect of projects stretching from Neville to Roncesvalles and beyond. Some projects have moved at a glacial pace, when they move at all, because of unexpected conditions discovered during construction, and a sense that fixing them was not exactly the City’s top priority.
This is precisely the kind of situation that leads to eye rolling whenever an agency says that it will close parts of downtown “only” for seven years.
Here, running from east to west, is a review of the current status.
Updated December 15 at 6:30 pm: The 63 Ossington bus resumed its normal route today.
Updated December 21 at 11:45 pm: I have been remiss in not mentioning that no sooner had the Ossington bus resumed its normal route via Ossington, Queen and Shaw, than it was diverted again via Dundas-Bathurst-King thanks to the closure of the Queen/Ossington intersection.
Updated December 22 at 11:15 am: As of this morning, Queen and Ossington has reopened, and the 63 Ossington is on its regular route. However, the underlying map used by service prediction apps still has the King-Dufferin-Queen layout, and service predictions at the south end of the route will be missing or inaccurate until this is changed.
The East End
Conversion of the overhead wiring system for pantograph operation was somewhat spotty east of Queen and Leslie where streetcars from pan-ready routes turned south to the carhouse. Some of the conversion was done under service, and other work was done with the streetcars replaced by buses.
Streetcar service to Neville returned on December 6 replacing a shuttle bus that had operated between Coxwell and Neville Loop. On a quiet Sunday morning (December 12), there were plenty of cars at Neville, but this is not always the case depending on conditions along the route.
Service earlier in the week was very spotty with large gaps from downtown, and an inability for riders to know when service might appear because the streetcar operation to Neville is not part of the “official” schedule transit apps use to make predictions of service at stops.
The overhead within Russell Carhouse is still trolley pole-only. The westernmost tracks have no overhead at all.
Downtown
Officially, the 501 Queen car is still diverting to King via Parliament Street. However, thanks to traffic signals at Richmond and Adelaide that prioritize traffic to/from the DVP over transit, there can be severe congestion in what should be a small link between Queen and King. Some Queen cars travel via King to the Don Bridge to escape from this.
The 501 bus services (one to Humber, the other to Long Branch) continue to operate east to Broadview looping, officially, via Broadview, Gerrard and River to Queen. In practice, some of these buses operate north to Broadview Station although whether they carry passengers is a sometimes thing. This could help to supplement capacity on what has again become a busy link that the 504/504 shuttle bus cannot always handle, but the arrangement seems to be ad hoc, not a formal part of the service.
On King, the 501 Queen cars operate west to Spadina looping via Adelaide and Charlotte Streets.
The current plan is for streetcar service to resume on Queen between Neville Loop and Bathurst Street (using Wolseley Loop north of Queen) with the January schedules.
Conversion of overhead to pan-friendly mode is substantially complete over this section, and at one location, Victoria, is pantograph-only with junctions for curves that have no frogs, only a pair of contact wires.
Queen West
The track replacement project from Bay to Fennings (east of Dovercourt) continues, much to the dismay of local merchants on a street that, by the original schedule, would have been clear of construction two months ago.
According to the City’s project site, the segments of work are being taken slightly out of sequence both for TTC operations and to suit affected merchants.
Queen is fully open to Bathurst Street. From there to Dufferin, buses divert both ways via King.
Track work and repaving is completed to Niagara Street (between Bathurst and Shaw).
Work is in progress between Niagara and Shaw except for the block between Gore Vale and Strachan which has a row of businesses. This will be done last in the project .
At Queen and Shaw, the intersection should re-open on December 13.
Track between Shaw and east of Ossington has been replaced and been concreted.
Track replacement from east of Ossington to Fennings is in progress. The intersection at Ossington is expected to close on December 14. The TTC has not yet announced what will happen to the 63 Ossington bus during this closure, but once the entire section from Ossington to Shaw opens again, the Ossington bus can resume its normal route.
63 Ossington resumed its normal route on December 15.
Despite delays on this project, it is worth noting how fast track can be replaced and the roadway re-opened when all that is necessary is removal of the top pavement layer and track, and installing new track attached to the steel ties embedded in the road. Decades of rebuilding streetcar track to this standard are now paying off.
The biggest delays inevitably occur where other utilities are involved, or where the road geometry is changed triggering utility relocations. Intersections are more complex because the TTC started to build these on new foundations several years after adopting new construction for the tangent (straight) track, and the city has not yet been through a complete round of intersection replacements where new track can be installed on a pre-existing foundation. Even so, the entire Queen/Shaw project from demolition through new foundation and new track installation took only three weeks.
There are construction photos and videos on the City’s web page linked above.
King/Queen/Queensway/Roncesvalles
This project drags along and is at the opposite end of “speedy” projects compared to work further east on Queen.
With the move into “Stage 2” some weeks ago, Queen Street has re-opened for east-west traffic. The 501 bus operates straight through the intersection, and the 504 King/Roncesvalles bus dodges the intersection. Eastbound 504 and 304 (night) buses operate via Queen and Triller to King, while westbound service diverts via Dufferin and Queen.
The south leg, King Street, at the intersection is closed and has been excavated for installation of new curves linking to the special work at Queen. With the change in intersection geometry, the curve will now occur before the switches rather than after, and the intersection itself will be a conventional 90 degree layout on all four legs.
How well this will handle the substantial volume of westbound traffic from King to The Queensway, especially given Toronto’s chronic inability to provide true transit priority, remains to be seen. This was already a source of much congestion especially when construction or special events caused traffic to spill off of the Gardiner Expressway.
This view looks west on The Queensway from Roncesvalles from the west end of the new eastbound loading platform. The mound of dirt west of the intersection was formerly a small pedestrian island that was a refuge, of sorts, for pedestrians crossing to the southwest corner and the bridge to Sunnyside Beach.
A mixture of new and old overhead poles remains here and at some point all traffic will be shifted into curb lanes so that work on the streetcar track and new reserved lanes can occur from Sunnyside Loop west to Parkside Drive.
The paving at Glendale (St. Joseph’s Hospital) remains incomplete, and there are still some Hydro/TTC poles within the curb lane that have not been removed or shifted to new locations.
This entire project is a textbook example of both what can go wrong and of the extended period when road and transit users must endure the shortcomings of project planning and management.
In 2022 the area north of the intersection including the carhouse entrance will be rebuilt. Concurrently, the loading zones on Roncesvalles will be modified to work with the accessibility ramps on the Flexity streetcars. This work is planned for the Spring-Summer construction season, but I will believe that when I see shovels in the ground. Other utility upgrades are included in this project, and that always seems to be a recipe for delay rather than the supposed effect of concurrent, co-ordinated work. See the City’s KQQR construction page for more information.
All photographs in this article are by the author. The diversion map for 504 King is by TTC.
Work began on November 15, 2021 on the replacement of special work at the intersection of Queen and Shaw. Based on past experience with similar projects, this should last about three weeks.
Updated November 19, 2021 at 2:45 pm: Track replacement has begun with the eastern leg of the intersection, and foundation work is in progress for the other two legs.
Updated November 21, 2021 at 1:40 pm: Links to TTC diversion notices added.
The service diversion now embraces changes for multiple works along Queen Street West:
501 Queen Bus: Initially, the diversion was via Dufferin, King and Strachan both ways. However, extension of the tangent track replacement west of Bathurst now requires buses to divert both ways via Dufferin, King, Bathurst, Richmond/Adelaide, and Spadina. (Updated November 19)
63 Ossington Bus: Diverts both ways via Queen, Dufferin and King. The buses loop through Liberty Village on their normal route via Strachan southbound and Atlantic northbound, but then turn west onto King for the northbound diversion.
Elsewhere on Queen, there are diversions and bus replacements. (Updated November 19)
Streetcar service runs between Russell Carhouse (east of Greenwood) and King & Spadina (via Parliament) due to track and overhead work on the central section of Queen, and overhead work in The Beach. It will be extended east to Woodbine Loop on November 21.
A bus shuttle runs between Neville Loop and Leslie/Commissioners. This will change on November 21 to operate between Neville Loop and Coxwell.
The 503 Kingston Road car continues to operate between King & Spadina and Bingham Loop at Victoria Park.
Photos on November 19, 2021
Looking E on Queen at ShawThe Fassetta track cranes make light work of moving track panels.Looking south on ShawLooking west across ShawLooking west to ShawTrack for the ongoing renewal of Queen west has awaited installation since May.
This article continues a series about service quality on some of the TTC’s shorter routes.
63 Ossington has a similar scale to the 47 Lansdowne reviewed in the previous article in this series. Although the service is far from ideal, this route is better behaved than its neighbour, even though it is subject to severe traffic congestion at certain times near its northern terminal due to Line 5 Crosstown construction.
All service on 63 Ossington operates between Liberty Village and Eglinton West Station except during peak periods when half of the service turns back at St. Clair via Oakwood Loop.
The schedules were changed on Labour Day weekend, and so data shown here for the first week of September reflects the old schedule, while from Sunday, September 5 onward, the new schedules were in effect.
In most cases running times have been trimmed although in a few periods they have been lengthened. These changes allowed more frequent service to be scheduled without adding buses to the route. This is a reversal of past TTC practice which has seen headways widened as a way to provide more running time at no marginal cost.
The TTC’s goal for “on time performance” is a band six minutes wide (+1 to -5 minutes relative to schedule), and in some periods, much of the service lies within this band. Nonetheless, on headways ranging from 5 to 10 minutes, bunching is possible and shows up regularly with data points near the x-axis of these charts. Wide gaps, especially at evenings and weekends, are common.
Unlike Lansdowne, this route has no branching structure during most of its operation, particularly when headways are wider. Also, as we will see later in the daily analyses, the congestion at Eglinton West Station occurs mainly during the pm peak, and buses have enough running time that they can take layovers there even after being stuck in traffic approaching the station.
Northbound from King
At the south end of the route, buses operate around a long on-street loop through Liberty Village. Their typical layover point is on Atlantic Avenue northbound south of King Street. The screenline used for these analyses is on Shaw Street just north of King where the loop begins.
The weekly headway summary and the week-by-week charts show the schedule change with the shape of the weekly averages and daily trendlines.
Weekend data points are far more spread out than weekdays showing a very different approach to service management (assuming that there is any) especially on Sundays.
Southbound From Eglinton West Station
The screenline for these charts is at Eglinton & Park Hill Road, just west of the Allen Expressway. By contrast with the data at the south end of the route, weekday headways here are more scattered, especially in week 1. The standard deviation of headways begins the day in most weeks at about 3 minutes, but rises in the afternoon and evening as service reliability declines. The SD values at Eglinton West are generally higher than at King reflecting the wider scatter in headway values.
Southbound from St. Clair
These charts are included for weekdays to show the combined 63A and 63B peak service southbound from St. Clair. With all of the service present, the headways are shorter during peak periods, and far more of them are quite short indicating that buses from the two branches probably run in pairs a lot.
A common theme in these pages is the TTC’s constant problem with providing reliable service. Many problematic routes lie outside of the core on long east-west routes that must deal with varying traffic conditions, the difficulties of blending branched services, and a faster return of demand and post-pandemic traffic levels than in the central area.
These are not excuses for poor service, but at least represent some of the challenges faced. This is not true for short routes primarily in the old City. For these routes, a trip between Eglinton and Lake Ontario is comparatively long, and some reach only a few kilometres from Line 2 Bloor-Danforth south.
They should be routes that run like a clock, but they suffer many problems seen on their longer cousins outside of the core. If the TTC cannot operate these reliably, how can we expect them to fare with behemoths like east-west routes on Lawrence or Finch, or routes from Line 2 north to Steeles and beyond?
This article is an introduction to a series that will examine service on:
A factor among many of these routes is that service is not particularly frequent. If there is a bus missing, or pack of buses running together (effectively the same thing), the gap is wide. The added waiting time (assuming a rider bothers) can be greater than the time they will spend riding from point “A” to “B” on the route. Waiting times hurt transit because riders see them as unproductive, and this can be compounded by uncertainty about the next bus’s arrival and capacity.
Here is an overview of service frequencies on these routes during selected periods. Some of these have 10 minute or better service during some periods, but many do not.
In some cases, pairs of buses run together over the course of two or more trips indicating that there is no effort made to evenly space service.
For branching services, buses on each branch do not blend evenly where the branches combine.
In the worst case situations, all of the vehicles on the route are running as a pack.
Buses missing from service, with the remaining buses not spaced to account for the gap. In some cases, a route is served by only one bus when there should be two or three.
Missing buses are most common during evening and weekend periods when spare operators are harder to come by, in part because many of the “run as directed” operators are used for subway replacement services. Because TTC has fewer operators than crews in some cases, there are open crews that are only filled if there is a spare operator available.
Although the TTC has standards defining what constitutes acceptable service, almost none of these address the problems listed above. That is because:
Buses can be running close together but still be “on time” according to the service standard.
There is no standard that addresses gaps and bunching explicitly.
There is a standard related to missed trips, but no statistics have ever been reported for it.
The standards accept a wide range of exceptions with a goal of achieving targets only 60% of the time. There is no reporting of the proportion of service lying outside the standard even if it would be within the target.
There is no co-relation of vehicle crowding with service reliability.
To put it quite bluntly, these so-called standards allow management to claim to operate the system to “Board approved” targets, even though the TTC Board members probably have no idea of just how lax these standards actually are.
In turn, when riders complain, they are often told that the service is operating within standards, and that where there are problems, “run as directed” buses are dispatched to fill the gaps. This is simply not possible because there are not enough RAD buses to fill all of the holes in the service. Moreover, the TTC does not track or report on the usage of these buses to establish that they really do provide the benefits claimed for them.
TTC management hopes to lure riders back to buses, but the single most common complaint is that more service is needed. Part of “more” service involves simply running what is already there better. There is no point in advertising frequent service if what is actually on the street is anything but.
When they were approved, there was a staff presentation that set out the standards but did not actually explain what they might allow. The Board nodded in approval of something technical that looked impressive, but was clearly beyond their ken. The old Razzle-Dazzle works every time.
Steve Munro 